A % 

PROPOSED  NATIONAL  SYSTEM 

OF 

HEAP  FREIGHT  RAILWAYS. 


FREIGHT  CAPACITY  TEN-FOLD  OYER  THE  PRESENT  DOUBLE-TRACK. 


st  of  Transportation  to  foe  Reduced  to  ©ne-Tfoird  of  Present 

Charges. 


-:o:- 


tter  from  the  President  of  the  National  Cheap  Freight  Railway  League, 


AND  OTHERS,  TO  CITIZENS  OF  TEXAS. 


Washington,  D.  C.,  Nov.  21,  1867. 
n.  Chauncey  D Sabin.  Peter  W.  Grgy , 
T.  W.  House,  E.  H.  Cushing , and  others, 
Corresponding  Committee,  &c.,  Houston , 
Texas. 

(Gentlemen:  We  are  in  receipt  of  notice 
a Mass  Meeting  to  be  held  at  the  city  of 
uston,  on  the  10th  of  next  month  under 
auspices  of  your  “ Cheap- Freight  Rail- 
y League,”  the  object  of  which  is  to  take 
ctive  measures  to  assist  the  great  move- 
nt heretofore  inaugurated  to  improve  the 
nagement  *of' the  Railway  and  to  lessen 
cost  of  transportation.  In  this  movement 
not  only  command  our  individual  sym- 
hy$  but,  we  trust,  a national  approval, 
n this  proposed  policy  inaugurating  a Na- 
nai System  of  Cheap- Freight  Railways  on 
improved  plan  of  management,  it  rejoices 
,o  see  the  State  of  Texas  throwing  herself 
the  foreground,  and  even  taking  the  lead 
he  movement.  We  trust  that  all  the  other 
tes  will  quickly  follow.  We  hope  you  will 
ulcate  at  your  meeting  the  wholes'  me  sen- 
ent,  now  seemingly  too  much  t ; /often, 
t all  parties  must  live  on  production,  in- 


stead of  office,  and  that  the  great  family  of 
this  nation  must  be  made  to  thrive  on  in - 
creased  production.  We  regard  the  proposed 
Cheap-Freight  Railway  System  the  most  ef- 
fective agency  that  can  be  adopted  to  secure 
the  material  prosperity  of  the  people. 

With  sentiments  of  individual  respect,  and 
earnest  sympathy  in  your,  movement,  we  are 
cordially  and  truly, 

Your  Co-operators, 

Lorenzo  Sherwood, 
President  National  League. 

J.  M.  Edmunds, 

Vice  President  National  League. 

J.  S.  Fowler,  U.  S.  Senator,  Tennessee.. 

Wm.  B.  Stokes,  M.  C.,  u 

S.  C.  Pomeroy,  U.  S.  Senator,  Kansas. 

C.  E.  Moss,  Editor  Lynchburg  Record. 

Isaac  R.  Hawkins,  M.  C.,  Tennessee. 

B.  F.  Camp,  New  York. 

Ex- Gov.  Richard  Yates,  U.  S.  Sen.,  111. 

F.  E.  Spinner,  U.  S.  Treasurer. 

John  R.  Elvans,  Pres.,  Aux.  League,  D.  C. 

Z.  Chandler,  U.  S.  Senator.  Michigan. 

H.  D.  Cooke,  Banker,  Washington,  D.  C. 

H.  A.  Willard,  Washingtou,  D.  C. 

W.  D.  Wilson,  Iowa,  Dep’t  Agriculture. 

Ex- Gov.  Wm.  Sprague,  U.  S.  Sen.,  R.  I. 

D.  K.  Carfter,  C.  J.  S.  Court,  D.  C. 

G.  H.  Williams,  U.  S.  Senator,  Oregon. 


2 


M.  C., 

“ Tennessee. 


B.  D.  Peck,  Editor  National  Republican. 
H.  D.  Cook,  Illinois. 

Henry  Wilson,  U.  S.  Senator.  Mass. 
Ex-Gov.  Geo.  S.  Boutwell,  M.  C.,  Mass. 
Ex-Gov.  Leonard  J.  Farwell,  V.  P.  Na- 
tional League,  Wisconsin. 

Wm.  M.  Stewart,  U.  S.  Senator,  Nevada. 
Ex-Gov.  Alex,  ltamsey,  U.  S.  Sen.,  Minn. 
John  B.  Gray;  State  Agent,  Missouri. 
Wm.  A.  Pile, 

D.  A.  Nunn, 

R.  T.  Van  Horn, 

Alvan  Flanders, 

W.  H.  Kelsey, 

J.  W.  McClurg, 

Geo.  W.  Andersonj 

S.  M.  Cullorn, 

R.  W.  Cl.irke, 

George  W.  Julian, 

William  Lawrence, 

W.  S.  Lincoln, 

Daniel  J.  Morrel, 

John  Covode, 

Wm.  Moore, 

J.  J.  Gravely, 

Albert  G.  Burr, 

T.  A.  Plants, 

R.  E.  Trowbridge. 

W,  Higby, 

G.  V.  Lawrence, 

Sidney  Perham, 

W.  II.  Robertson, 

Wm.  C-  Fields, 

Deraas  Barnes, 

James  II.  Birch, 

J.  F.  Driggs, 

C.  C.  Washburne, 

John  Coburn, 

Luke  P.  Poland, 

J.  K.  Moorhead, 

L.  W.  Ross, 

Sam.  L.  Warner,  Es 
A.  II.  Laflin, 

Sidney  Clarke, 

R.  R.  Butler, 

G.  W.  Schofield, 

Horace  Maynard, 

John  Broom  all, 

John  A Bingham, 

Oakes  Ames, 

Samuel  Hooper, 

U.  Mercur, 

J.  M.  Ashley^ 

Thomas  VY  i Hiatus, 

W.  Williams, 

R.  P.  Buck! and, 

H.  H.  Starkweathe 
H.  Van  A era  am, 

J.  ©oiinellv, 

H.  D.  Washburne, 

Charles  Upson, 

Godlovc  S.  Orth, 


ll 

Missouri. 

u 

W.  T. 

ll 

N.  Y. 

ll 

Missouri. 

ll 

Missouri. 

ll 

Illinois. 

ll 

Ohio. 

ll 

Indiana. 

It 

•Ohio. 

ll 

New  York. 

ll 

Pennsylvania. 

ll 

ii 

ll 

N.  J. 

ll 

Missouri. 

it 

Illinois. 

il 

Ohio. 

il 

Michigan. 

it 

California. 

ll 

Pennsylvania. 

It 

Maine. 

u 

New  York. 

« 

<( 

(( 

it 

u 

Missouri. 

It 

Michigan. 

ll 

Wisconsin. 

It 

Indiana. 

ll 

Vermont. 

ll 

Pennsylvania. 

« 

Illinois. 

It 

Connecticut. 

ll 

New  York. 

ll 

Kansas. 

ll 

Tennessee. 

ll 

Pennsylvania. 

ll 

Tennessee. 

il 

Pennsylvania. 

il 

Ohio. 

ll 

Massachusetts 

** 

ii 

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Pennsylvania. 

ll 

Ohio. 

ll 

Pennsylvania. 

it 

Indiana. 

It 

Ohio. 

ll 

Connecticut. 

ll 

New  York. 

ll 

Minnesota. 

il 

Indiaua. 

it 

Michigan. 

« 

Indiana. 

Ohio. 

B.  M.  Kitchen,  Ex-M.  C.,  West  Va* 

John  C.  Churchill,  “ New  York.. 
W.  E.  Robinson,  “ “ 

Rufus  Mallory,  u Oregon. 

W.  C.  Smith,  u Vermont. 

Wm.  Loughbridge,  “ Iowa. 

Jacob  H.  Ela.,  “ New  Hamp. 

Thomas  E.  Stewart,  “ New  York. 

Dennis  McCarthy,  “ “ 

Hamilton  Ward, 


Illinois. 

Missouri. 

it 


Carman  A.Newcomb,  “ 

Ex- Gov.  Austin  Blair,  ‘‘ 

Thomas  W.  Ferry,  “ “ 

F.  C.  Beaman,  11  Michigan. 

James  Mullins,  u Tennessee- 

B.  Eggleston,  “ Ohio. 

E.  J.  Ross  U.  S.  Senator,  Kansas. 

J.  Francis  Chaves,  D.  C.,  New  Mexico. 

J.  W.  Forney,  Sec,  U.  S.  Senate. 

T.  C.  Theaker,  U.  S.  Com..  Patents. 

H.  R.  Hulburd,  U.  S.,  Comp't  Currency- 
Ed.  McPherson,  Clerk.,  II.  Rep. 

John  C.  Underwood,  U.  S.  D.  J. 

D.  S.  Benson,  Indiana. 

N.  G.  Ordway,  Serj.-at-Arms.  H.  R. 

B.  F.  Wade,  President  U.  S.  Senate. 
Ex-Gov.  James  W.  Nye,  U.  S.  Sen.,  Nev. 
W.  H.  Hooper,  D.  C.,  Utah. 

De  Witt  Clinton  Clark,  Clerk  U.  S.  Senate- 
Ex- Gov.  E.  D.  Morgan,  U.  S.  Sen.,  N.  Y. 
John  Miner  Botts,  Va.,  of  the  Ex.  C.  N.  L. 
Henry  R.  Gibson,  Tenn.  “ u 

Sinclair  Tousey,  N.  Y.,  V.  P.  Nat.  Leagne- 
John  B.  Walker,  Ga.,  “ • “ 

Gov.  Thomas  Fletcher,  Mo.  V.  P.  u 
Ex-Gov.  Michael  Hahn,  La.  “ u 
Joseph  H.  Hendley,  Texas,  “ 11 

Gov.  Francis  Pierpont,  Va.,  11  11 

John  C.  Keffer,  Ala.,  u 11 

•Joseph  W.  Field,  Miss.,  11  11 

Ex-Gov.  W W Holden,  N C,  “ “ 

Ex-Gov.  P Dillingham,  Vt.,  11  11 

James  M Johnson,  Ark.,  11 . 11 
Frank  Pixley,  Cal.,  “ 11 

W B Ashburn,  Ga.,  Ex.  Council  Nat.  L 
Henry  T Blow,  Mo.,  Ex-  u il 

Wm.  R Fish,  La.,  Ex.  “ “ 

Halbert  E Paine,  M.  C.,  Wisconsin 
G’  M Chilcott,.  D.  C.,  Colorado 
Daniel  J Morris^  Ex-M.  C.,  New  York 
S J Bowen,  Postmaster,  D.  C. 

Timothy  0 Howe,  U.  S.  Senate,  Wis 
F B Penniman,  Ed  Pittsburgh  Gaz.,  Penn 
John  W Orr,  Ed  Amer.  Odd  Fellow,  N Y 
J H Shultz,  Ed.  Amer.  Rail’d  Jour’l,  NY 
Horace  Greely,  Ed’r  N Y Tribune,  N Y 
Johia  H Griscom,  Pres’t  N Y Ass’n  for  the 
advancement  of  Science  and  Art 
Giles  W Hotchkiss,  Ex-M  C,  New  York 
Calvin  T Hulburd,  “ “ 

J H Ketcham,  “ u 

Burt  Van  Horn,  u il 


A H Bailey, 

Sidney  1 Holmes,  Ex- 
Billop  Seaman,  N Y,  Treas’r  Nat’l  League 
J A Garfield,  M C,  Ohio 
S F Cary,  “ “ 

M Welker,  “ “ » 

E B Washburne,  M C,  Illinois 
Burton  C Cook,  u u 

Abner  C Harding,  “ 11 

Wm  Oland  Bourne,  N Y,  Ex  Coun’l  N L 
.T  W Patterson,  U S Senate,  New  Hamp 
David  Atwood.  Ed  Wis  State  Journal 
Gail  Borden,  N Y,  Ex- Council  Nat’l  L 
E A Rollins,  U S Com’r  Internal  Revenue 
George  Tucker,  Va,  Vice  Pres’t  N League 
J.  S.  Shultz,  Pres’t  Met.  Bank  of  H,  N .Y. 
Thos  Ewbank,  late  U S Com’r  Patents 
Gov  H Crapo,  Mich,  Y Pres  Nat’l  League 
Ex-Gov  W Marvin,  Fla,  Y P Nat  League 
George  G Wright,  Iowa,  Ex  Cou’l  Nat  L 
Albert  Griffin,  Ala,  Ex  u 

A W Tourgee,  N C,  Ex  “ 

John  W Longyear,  Mich,  u 

L Stevenson,  Ark,  * u 

Wm  C Parker,  Cal,  “ 

Josiah  Quincy,  Mass,  11 

Henry  O’Reilly,  N Y,  Sec’y  Nat’l  League 
A Chester,  D C,  President  Illinois  Ass’n 
T L Tullock,  Sec’y  Union  Congress’l  Com 
Charles  D Drake,  U S Senator,  Missouri 


A G Cattell, 

J M Howard,  “ 

C Cole,  “ 

Charles  Sumner,  11 

Roscoe  Conkling,  11 

W TWilley,  “ 

J B Chaffee,  “ 

James  B Henderson,  u 

James  Dixon,  u 

H H Corbett,  “ 

Ex- Gov.  H B Anthony, 
William  D Kelley,  M C., 
John  F Benjamin 


New  J 
11  Michigan 

11  California 

u Mass. 

“ New  York 

“ West  Va 
u Colorado 

11  Missouri 

11  Conn. 

u Oregon 

“ R.  Island 

Pennsylvania 
Missouri 


Freeman  Clarke,  Ex-Comp.  U S Currency 
Henry  C Carey,  V Pres.  Nat’l  League,  Pa 
Gov.  Lucius  Fairchild,  Vice  Pres’t  Nat’l 
League,  Wisconsin. 

Loren  BloUget,  Ex- Council  Nat’l  L.,  Pa 
James  Kelley,  Post  Master,  NYC.,  N Y 
J M Comly,  Ed.  Ohio  State  Jour’l,  Ohio 
*S  P Dinsmore,  Ed’r  N Y Stockh’r,  N Y 
W Richardson,  Ed’r  Gal.  Daily  News,  Tex 
John  A Peters,  M.  C.,  Maine 
Aaron  F Stevens, 

Ex- Gov.  N P Banki 
George  A Halsey, 

W H Koontz, 

Samuel  J Randall* 

G A Grow, 

D.  Polsley, 

Charles  E Phelps 
John  Trimble, 

Wm  S Hoi  mar* 


a 

New  H 

>,  “ 

Mass 

n 

New  Jersey 

it 

Pennsylvania 

u 

ll 

Ex-  “ 

it 

41 

West  Va 

» 

Maryland 

li 

Tennessee 

U 

India** 

A L Train,  Ed’r  Daily  Palladium,  NH;Ci 
John  Hardy,  Editor  Daily  State  Sentinel 
Montgomery,  Ala. 

L A Knight,  Ga.,  Vice  Pres’t  Nat  League 


M.  C.,  Iowa. 


Wm  B Allison, 

Hiram  Walbridge,  Ex- 
Thomas  Cornell, 

Wm  A Darling,  Ex- 

Benjamin  F Butler, 

Alex.  A Rice,  Ex- 

Ebon  C Ingersoll, 

Samuel  M Arnell, 

John  F Starr,  Ex- 

Thomas  Lynch, 

John  H Rice,  Ex- 

President  National  League 
Ex-Gov.  Wm  A Newell,  Ex-M.  C.,  N J 
Portus  Baxter,  Ex-  11  Vt. 

H S Burndy,  Ex-  “ Ohio 

Charles  V Culver,  Ex-  11  Penn. 


New  York 
u 


Mass. 

u 

Illinois 
Tennessee  / 
New  Jersey 
Maine 


Important  Material  Movement  of  the  Na- 
tional “Council  of  tlie  Union  League  of 
America.” 

RESOLUTIONS. 

Whereas,  Bills  have  been  introduced  into 
Congress,  and  are  now  pending  before  the 
Senate  Committees,  the  object  of  which  are 
to  inaugurate  a u National  System-of  Cheap- 
Freight  Railways”  on  an  improved  plan  of 
management ; and  it  being  satisfactorily  de- 
monstrated that  all  the  material  and  produc- 
ing interests  of  the  whole  country  would  be 
vastly  stimulated  and  invigorated  by  such 
improved  System,  therefore, 

Resolved , That  it  be,  and  is  hereby  recom- 
mended by  the  National  Council,  that  the 
Loyal  Leagues  throughout  the  United  States 
give  immediate  and  earnest  attention  to  the 
great  movement  which  has  been  inaugurated 
by  the  introduction  of  said  CongressionalBills. 

Resolved , That  this  council  approves  the 
objects  sought  to  be  accomplished  by  the 
11  National  Anti-Monopoly  Cheap-Freight 
Railway  League,”  and  recommends  to  the 
Union  Leagues  an  earnest  co-operation  with 
said  organization,  and  with  Congress  in  its 
proposed  action  to  benefit  the  material  inter- 
ests of  the  Nation. 

Resolved , That  material  Statesmanship, 
under  steady  policy,  and  such  as  is  adapted 
to  the  vigorous  development  of  our  resources, 
and  increase  of  production,  has  become  in- 
dispensable to  the  country  at  large,  and  next 
to  the  duty  of  maintaining  the  rights  of  the 
citizen  inviolate,  has  become  the  immediate 
duty  of  Congress  and  the  Republican  Party. 

J.  M.  Edmunds,  President, 
W.  J.  Cowing,  Secretary. 

Isparttmt  MfiTeraert  ef  the  Alabama 
Constitutional  CC*vv«atio*2. 

Montgomery,  Ala., Tuesday,  Nov.  19.  ’6^ 
The  ooMiaitWc,  to  wfcicL  was  referred"  a. 


4 


certain  preamble,  and  resolutions,  respecting 
a national  system  of  cheap-freight  railways, 
have  had  the  same  under  consideration,  and 
report  the  following  preamble  and  resolu- 
tions, which  are  substantially  the  same  as 
when  referred  to  the  committee;  and  recom- 
mend the  adoption  of  the  same. 

John  C.  Keffer,  Chairman. 

Whereas,  ^.fter  establishing  and  securing 
the  equal  and  just  rights  of  every  citizen  of 
the  State,  the  next  policy  of  importance  is  the 
advancement  of  the  material  condition  of  the 
whole  people;  and, 

Whereas,  Internal  Improvements  are  the 
acknowledged  means  of  invigorating  devel- 
opment, stimulating  production,  inviting  pop- 
ulation, and  creating  wealth  ; and, 

Whereas,  Bills  are  now  before  Congress, 
proposing  to  inaugurate  a national  system  of 
cheap-freight  railways  on  a greatly  improved 
basis ; therefore, 

Resolved , That  this  convention  heartily  ap- 
proves of  the  principles  and  plan  of  the  Con- 
gressional Bills  introduced  into  the  Senate  of 
the  United  States  by  Senators  Henderson,  of 
Missouri,  Harlan  of  Iowa,  and  Nye  of  Ne- 
vada; and  further,  that  we.  recommend  the 
proposed  national  system  to  the  attention  and 
approval  of  the  people  of  the  State  of  Ala- 
bama. 

Resolved , That  we  regard  the  monopoly 
system  of  transportation  on  our  commercial 
thoroughfares  as  injurious  to  the  whole  coun- 
try, and  particularly  oppresssive  to  a State 
possessing  the  extraordinary  but  undevelop- 
ed natural  resources  of  Alabama. 

Resolved , That  this  convention  hereby  pe- 
titions Congress,  to  adopt  the  plan  proposed 
in  the  bills  now  pending  before  the  Senate, 
and  that  provision  may  be  made  to  authorize 
the  building  of  a railroad  to  unite  the  Gulf  of 
Mexico,  at  Mobile  and  Pensacola,  with  the 
lakes  at  Cleveland  and  Chicago,  upon  the 
cheap-freight  principle,  which,  in  the  opin- 
ion of  this  convention,  is  the  best  plan  yet 
promulgated  to  promote  public  economy  and 
tbe  common  thrift  of  the  people. 

Resolved,  That  the  President  of  this  con- 
vention cause  copies  of  the  foregoing  pre- 
amble and  resplutions  to  be  forwarded  to  the 
President  of  tlie  United  States  Senate,  and 
the  Speaker  of  the  House  of  Representatives, 
with  the  request  that  they  maybe  laid  before 
the  respective  Houses,  as  the  petition  of  the 
people  of  Alabama,,  for  the  early  adoption  of 
the  proposed  plan  of  cheap-freight  railways. 

The  report  was  adopted  unanimously. . 


Advantages  and  Results  to  Plow  from  a 
Consummation  oftlie  Proposed  Nation- 
al Cheap  Freight  Railway  System. 

SPECIFICATIONS. 

First , It  is  assumed  that  the  freight  capac- 


ity of  the  roads  upon  the  new  plan  of  man- 
agement will  be  increased  more  than  ten  fold 
over  the  double  track  as  heretofore  and  now 
managed. 

Second , That  freights  can  be  lessened  to 
dne-third,  or  less,  of  present  railway  charges 
on  the  average. 

Third , As  much  can  be  saved  to  the  peo- ' 
pie  in  the  annual  expenses  of  doing  their  bus- 
iness as  the  yearly  interest  on  the  national 
debt  amounts  to. 

Fourth , That  the  improved  system  will  be 
attended  with  a new  creation  of  taxable  pro- 
perty of  more  than  the  national  debt  itself. 

Fifth , That  the  arterial  trunk  thorough- 
fares, to  be  built,  among  other  things,  for  the 
common  advantage  of  the  38,000  miles  of 
road  nowin  operation,  will  add  to  the  existing 
lines  of  railway  twenty-five  per  cent.,  on  the 
average,  to  present  value. 

Sixth , That  our  national  production  may 
easily  be  doubled,  or  trebled,  in  the  course 
of  a few  years.  . 

The  above  propositions  have  been  repeat- 
edly thrown  out  to  the  public,  and  their  re-  i 
futation  challenged,  Instead  of  any  attempt- 
ed refutation,  or  serious  cavil,  they  come 
back  fortified  and  strengthened  by  the  leading 
public  economists  of  this  country  and  Eng- 
land. They  are  again  put  forth,  and  will  be  i 
urged  on  the  attention  of  the  public.  The 
documents  and  papers  containing  a full  elu- 
cidation of  the  principles  and  plan  of  the 
proposed  national  system  can  be  had  by  send- 
ing to  Henry  O’Reilly,  esq.,  Secretary  of 
National  League,  24  Pine  street,  New  York, 
or  the  office  of  The  Great  Republic,  499 
11th  street,  Washington,  D.  C. 

From  the  London  Railway  News,.  Sept.  27,  '67. 

AMERICAN  RAILWAY  REFORM. 

CHEAP  FREIGHT  RAILWAYS. 

A powerful  organization  has  recently  been 
formed  in  America  for  bringing  about  some  most 
extensive  and  much-needed  reforms  in  the  rail- 
way system  of  that  country.  The  association 
styles  itself  “The  National  Anti-Monopoly 
Cheap-Freight  Railway  League,”  and  its  objects 
are  to  provide  “reform  in  railroad  management 
by  securing  equal  rights  and  cheap  transpor- 
tation.” 

The  League  has  attained  to  power  and  influ- 
ence with  a rapidity  which  affords  pretty  con- 
clusive evidence  of  the  geueral  feeling  of  dissatis- 
faction with  the  existing  state  of  things  in 
regard  to  railway  matters. 

For  some  time  past  it  has  been  very  clearly 
seen  that  the  system  of  rail  wavs  in  the  United 
States,  extensive  though  its  mileage  and  wide  as 
are  its  ramifications,  was  not  thoroughly  adapted 
to  the  wants  and  exigencies  of  the  country. 

The  area  of  the  United  States  is  enormous,  the 


distances  to  be  traversed  are  greater  than  in  any 
of  the  countries  of  the  Old  World;  the  freight  to 
be  conveyed  is,  for  the  most  part,  natural  pro- 
duce from  the  land,  or  from  the  mines  below  it3 
surface,  and  it  cannot  stand  the  burden  of  heavy 
charges  which  would  be  borne  by  manufactured 
articles,  to  the  production  of  which  skilled  labor 
had  been  applied. 

It  is  monstrous  to  suppose  that  coal  cannot 
be  conveyed  from  the  mine  to  the  grower  of  corn 
in  the  West,  or  that  corn,  produced  so  cheaply 
as  it  is,  cannot  be  sold  with  advantage  a few 
hundreds  of  miles  from  the  place  of  its  growth. 

It  is  for  the  purpose  of  showing  the  practica- 
bility of  this  work  that  the  great  American 
League  has  been  formed,  and  it  is  because  its  ob- 
jects are  of  so  thoroughly  practical  a nature , and 
so  well  calculated  to  benefit  the  whole  community , 
that  it  has  met  with  the  extensive  support  which 
it  has  already  received. 

The  League  propose  the  construction  of  seven 
new  lines  of  railway,  with  double  track,  to  be 
specially  devoted  to  the  conveyance  of  freight — 
differing,  however,  from  other  lines  of  railway 
in  the  important  essential  that  they  are  to  be 
open  to  free  competition  for  transportation,  just 
as  in  the  case  of  an  ordinary  turnpike  road,  on 
the  payment  of  tolls  by  the  persons  using  them. 
Not  less  than  seven  bills  were  introduced  [three 
^troduced,  and  four  ready  for  introduction] 
ditto  Congress  proposing  the  establishment  of  as 
many  long  freight  routes,  running  from  the  in- 
ferior, through  different  States,  to  the  seaboard. 
(These  lines  would  run  from  Galveston  to  Kansas; 
from  the  Mississippi  to  the  Atlantic;  a third 
from  the  eastern  shore  of  New  Jersey  to  the 
mining  district  of  Pennsylvania ; a fourth  would 
provide  for  the  States  of  Carolina  and  Virginia; 
a fifth  for  Georgia  ; a sixth  for  Alabama ; and  a 
seventh  for  the  northwestern  States.  The  whole 
system  of  trunk  roads  to  be  thus  provided  would 
embrace  about  4,000  miles,  which,  at  the  cost  of 
50,000  dollars  per  mile,  would  amount  to  an  ex- 
penditure of  200,000,000  dollars,  the  yearly 
interest  on  which  would  be  12,000,000  dollars. 
Ample  precautions  and  safeguards  are  provided 
in  the  bills  against  that  jobbing  and  reckless  ex- 
penditure which  has  done  so  much,  both  in  this 
country  and  America,  to  impose  heavy  bur- 
dens upon  railway  property.  One  of  the  clauses 
provides  “that  so  much  capital  stock,  in  gold 
valualion,  as  is  necessary  to  build  and  complete 
said  railway  and  appurtenances,  is  hereby  au- 
thorized.; and  further,  that  said  capital  stock 
shall  be  divided  and  represented  by  shares  of 
one  hundred  dollars,  of  the  gold  faluation  ; and 
p that  no  share  of  stock  shall  be  issued  by  said 
company  or  its  officers  to  any  person,  Govern- 
mcnt,  P tate.  or  corporation,  unless  there  be  paid 
into  the  treasury  of  the  company  one  hundred 
dollars  in  gold  or  its  equivalent  therefor.” 

The  promoters  of  the  League  state  : “Upon  a 
. careful  estimate,  we  find  that  the  railways  in  the 
) United  States  are  underlaid  with  diction  to  the 
average  extent  of  more  thfqp  forty  per.cent.  of 
their  assumed  cost;  in  other  words,  had  they 


been  constructed  with  casbq  prudently  and 
economically  expended,  they  would  not  have 
cost  sixty  per  cent,  of  what  they  now  stand  at. 
It  is  immaterial  whether  this  resulted  fmm  un- 
avoidable sacrifices  through  feebleness  in  finance, 
or  from  turpitude  on  the  part  of  managers.  In 
an  economic  point  of  view,  the  results  upon  the 
popular  interest  are  the  same.  No  one  would 
dispute  the  proposition  that  the  public  is  entitled 
to  accommodation  by  paying  fair  income  on  ac- 
tual investment,  whereas  corporators  in  all 
cases  insist  upon  exactions  from  the  public,  in 
order  to  make  dividends  on  their  fiction.  Nearly 
all  the  scheming  connected  with  modern  legisla- 
tion has  had  an  eye  to  false  capitalization  and 
dividends’ on  fiction.  This  is  the  great  modern 
plan  for  cheating  the  people,  and  legislators  who 
knowingly  encourage  it,  instead  of  participating 
in  the  spoils,  ought  to  have  a snug  place  in  the 
penitentiary.” 

Basing  their  calculations  upon  data  which  ap- 
pear to  be  unassailable , it  is  contended  that freight 
charges  may  be  profitably  reduced  by  two-thirds  of 
their  present  amount.  It  is  contended  that  freight 
may  be  carried  upon  railways  constructed  under 
these  favorable  conditions  of  economy,  and 
worked  under  the  advantage  of  uniform  rates  of 
speed,  from  the  Ohio  to  tide  water  in  Virginia, 
at  4 dollars  per  ton,  or  40  cents  per  barrel  in 
‘flour,  and  10  to  12  cents  per  bushel  in  wheat; 
that  flour  may  be  conveyed  from  St.  Paul,  Min- 
nesota, and  Nebraska  to  the  Atlantic,  at  less 
than  1 dollar  per  barrel. 

The  proposal  of  the  League  is  a bold  and  a 
novel  one. 

THE  CHEAP-FREIGHT  EQUAL-SPEED  SYSTEM. 

DEMOCRATIZING  THE  RAILWAY. 

This  wonderful  machine  of  English  origin, 
and  hitherto  conducted  on  principles  of  Eng- 
lish management,  is  now  threatened  with  an 
[American]  improvement,  that  promises  to  add 
as  much  to  its  efficacy  as  the  American  improve- 
ment added  to  the  printing  press.  The  appli- 
cation of  the  paddle-wheel  to  the  steamboat  was 
an  American  idea.  The  practical  adoption  of 
the  principles  of  telegraphing,  whereby  it  was 
broug,ht  into  public  use,  was  American.  Sew- 
ing by  machinery  is  American.  The  planting 
of  grain,  reaping,  harvesting,  and  threshing, 
mowing,  raking,  and  pitching  by  machinery, 
are  American.  Agriculture,  intercourse,  com- 
merce, and  manufactures  have  advanced  on 
American  ideas,  and  now,  last  of  all,  the  railway 
is  absolutely  to  be  placed  on  the  democratic 
platform  of  “ equal  rights,”  and  opened  to  the 
public  like  a turnpike  road,  with  manifold  effi- 
ciency over  present  management. 

We  have  heretofore  explained  and  advocated 
through  the  columns  of  our  journal  the  “equal- 
speed,”  “equal  rights”  plan  for  a freight  rail- 
way. It  rejoices  us  to  see  our  contemporary  of 
the  London  Railway  News , falling  into  line, 
and  approving,  as  a measure  of  necessity,  the 
democratizing  of  the  railway.  It  has  been 
demonstrated  to  the  world  that  the  strongest 
form  of  government  on  earth  must  have  its 


foundation  on  equal  rights,  and  we  shall  soon 
demonstrate  that  equal  rights  in  the  manage- 
ment of  the  railway  will  not  only  secure  a mani- 
fold degree  of  efficiency  and  cheapness  in  per- 
forming the  business  of  the  country,  but,  in  all 
probability,  add  one-half  to  the  actual  develop- 
ment of  our  vast  resources. 

The  subject  of  democratizing  the  railway, 
which  is  now  fairly  before  the, people  of  this 
country  and  Europe,  is  the  most  important  sub- 
ject of  material  economy  ever  presented  to  the 
world.  It  grows  upon  the  mind  by  investiga- 
tion. It  increases  in  magnitude  as  its  co-relative 
results  are  traced  through  the  ramifications  of 
business  and  again  centered  in  the  combinations 
of  result— vastly  increased  production. 

Few  persons,  at  first  sight,  comprehend  the 
immense  effect  of  an  improved  system  for  the 
rapid  and  cheap  handling  of  the  agricultural, 
mining,  and* manufacturing  resources  of  the 
country.  It  was  stated  by  an  intelligent  farmer 
of  the  West,  a few  days  since,  that  the  “ Cheap- 
Freight  Railway  System,”  if  accomplished, 
would  add  three-fourths  to  the  average  net 
profits  of  agriculture,  after  deducting  the  cost  of 
production,  to  the  whole  country  west  of  Utica. 
It  has  been  clearly  pointed  out  that  Pennsyl- 
vania, in  consequence  of  expensive  freights,  is 
suffering  under  a yearly  deficiency  of  produc- 
tion of  more  than  one  hundred  millions,  as  com- 
pared with  some  other  States,  and  that  Ohio 
1 and  the  West  generally  stand  in  nearly  the  same 
category,  while  the  Southern  States  exhibit  a 
still  more  meagre  production.  It  was  well  re- 
marked by  an  experienced  railway  financier  of 
England,  lately  in  this  country,  that  “the  great 
West  is  strangled  by  illiberal  railway  policy, 
while  the  South  is  starved,”  and  he  concludes 
that  “ cheap  freights  and  very  numerous  trains 
is  the  remedy.” 

We  do  not  precisely  agree  with  our  contem- 
porary of  the  London  Railway  News , wherein 
he  declares,  in  connection  with  his  admiration 
of  the  plan  for  Cheap-Freight  Railways  under 
the  Congressional  Bills,  that  the  proposal  is  a 
“bold  and  novel  one,”  The  idea  of  putting 
the  operation  of  the  railway  on  a democratic 
fc  Noting,  is  neither  bold  nor  novel.  Tt  is  only 

mcrtcan.  It  is  simplygoing  back  tt>  the  prin- 
ncip  les  that  underlie  the  Canal  State  system  of 
New  ' York,  wllick  was  inaugurated  by  the  most 
emin  ent  statesmen  and  political  economists  that 
Amer  ;ca  has  produced.  It  is  in  entire  accord- 
ance w ith  the  principles  that  were  originally 
pnrrrqfh  'd  on  the  charters  for  railway  enterprises 
in  Massa  chusetts.  The  proposal  to  open  the 
rail  wav  t«  1 free  competition  in  transportation 

merely  ina  Mcates  a return  to  the  siraI)le  Princl‘ 
Dies  of  com.  11011  justice  and  good  sense. 

P It  I v h assumed,  as  an  undeniable  proposi- 

tion that  nei  ther  the  rights  nor  interests  of  the 
ceon’le  will  be  guarded  or  protected  until  the 
Silwav^s  oner  ated  on  the  equal  rights  plan. 
Exclusive  pnvil  °S°  on  the  highways  of  com- 
merce is  St  0di0USand/ffTl\eArS 
jsumt  possible  to  bt  ' conceived’ an4  wke* trac^ 


t0  its  uniform  results,  the  most  paralyzing  and 
injurious.  There  is  no  excuse  for  it,  unless  such 
excuse  can  be  found  in  absolute  necessity. 
When  it  can  be  demonstrated  that  tenfold  freight 
power  can  be  added  to  the  present  work  of  the 
railway,  and  freights,  by  a combination . of 
economic  incidents  may  be  reduced  to  one-third 
of  present  charges,  it  does  not  speak  well  for 
the  monopoly  principle  in  transportation.  Our 
railway  management  is  now  brought  face  to 
•face  with  the  popular  requirement  of  doing 
much  more  work  for  a much  less  price  per  ton. 
Unless  this  is  accomplished  without  unreason- 
able delay,  we  are  confident  that,  on  the  great 
national  freight  routes,  present  managers  will 
be  obliged  to  leave  the  track.— American  Rail- 
road Journal. 

PROPOSED  SYSTEM  OF  ARTERIAL  OR  COMMON  TRUNK 
RAILWAYS. 

SCHEDULE  OF  ROADS. 

From  the  Mississippi  River  eastward,  through 
Illinois,  Indiana,  Ohio,  Pennsylvania,  New 
York,  Massachusetts,  and  New  Jersey,  having 
Atlantic  termini  at  New  York,  Boston,  Phila- 
delphia, and  Jersey  City,  in  accordance  with 
Senator  Harlan’s  bill. 

2.  Coal  Thoroughfare,  from  the  eastern 
shore  of  New  Jersey  to  the  coal  mines  of  Penn- 
sylvania— the  object  of  this  road  being  to  supply 
the  navy,  the  ocean  steam  marine,  steamtyO.vts 
and  railroads,  mechanical  industries  operand 
by  steam  machinery,  and  the  household  wants 
of  <.5,000,000  of  people  in  New  York,  N|w 
Jersey,  and  the  New  England  States,  with  cheap 
fuel.  Bill  by  Senator  Nye. 

3.  Railway  from  Galveston  to  Tyler,  in  Texas, 
there  branching  and  running  to  Fort  Gibson, 
in  the  Indian  Territory,  in  one  direction,  and  to 
Little  Rock,  in  Arkansas,  in  the  other.  Bill  by 
Senator  Henderson. 

4.  Railway  from  Beaufort,  North  Carolina,  to 
Raleigh,  thence  to  Cumberland  Gap,  with 
branch  to  Wytheville,  Virginia.  Bill  by  Sena- 
tor Fowler. 

5.  Railway  from  the  waters  of  the  Chesapeake 
westward,  through  the  State  of  Virginia. 

6.  Railway  from  Brunswick  and  Savannah, 
Georgia,  to  Atlanta,  thence  to  Chattanooga, 
connecting  with  the  roads  of  .south-eastern 
Tennessee. 

1.  Railway  from  the  Ohio  River  south,  through 
Kentucky,  Tennessee,  and  Alabama,  with  ter- 
mini at  Mobile  and  Pensacola. 


FINANCIAL  ARRANGEMENT, 

The  roa<!-bed  and  stationary  appurtenances 
of  the  railways  to  be  capitalized  on  cash,  and 
built  for  cash,  bonds  and  mortgages  on  the  same 
being  inhibited.  The  United  States  aryl  the 
respective  States  interested,  as  also  individuals, 
being  allowed  to  take  stock,  the  United  States 
and  the  respective  States  being  kllowed  to  take 
three-fourths  of  the  entire  stock  in  each  railway 
and  individuals  the  balance;  but  no  share  o 
shack  to  he  issued  to  any  government  or 


7 


' victual  without  a payment  into  the  treasury  of 
the  company  of  $100  in  gold  or  its  equivalent 
therefor.  In  case  the  governments,  State  or 
national,. decline  to  take  the  stock,  individuals 
are  privileged  to  take  the  same. 

PRINCIPLES  AND  PLAN  OP  MANAGEMENT. 

The  roads  are  to  be  open  to  free  competition 
in  transportation ; any  company  or  individual 
privileged  to  run  over  the  road,  by  paying  tolls 
therefor,  and  conforming  to  the  established 
regulations. 

A moderate  and  uniform  rate  of  speed  to  be 
adopted  for  all  trains,  such  speed  to  be  gradua- 
ted with  reference  to  economy  in  fuel,  and  the 
preservation  of  the  road  and  rolling  stock, 
probably  from  eight  to  ten  miles  per  hour. 

FREIGHT  CAPACITY. 

The  Erie  Canal  has  a freight-carrying  capa- 
city of  4,000,000  tons  each  way ; total,  8,000,000 
tons. 

*On  a speed  of  ten  miles  per  hour,  and  two 
miles  space  between  trains,  one  of  these  roads 
can  carry  8, 760,000  tons  each  way  yearly  ; total, 
17,620,000  tons.  This  is  more  than  twice  the 
capacity  of  the  Erie  Canal,  and  about  eleven 
times  ike  freight  service  performed  by  the  New 
York  jtentral  in  1866.  Under  exact  system,  it 
doi  beinuch  increased  over  the  above  estimate. 
Tender  such  system,  20,000,000  tons  are  ca- 
pable pf  being  transported  each  way  over  a 
road  ijgulated  on  the  above  principles  of  man- 
flemAt.  The  above  estimate  contemplates  two 
hundfed  tons  to  each  train. 

ASCERTAINED  CAPACITY  OF  THE  LOCOMOTIVE. 

Thi  following  statement  contains  an  estimate 
of  th^  traction  power  of  a first-class  engine,  and 
the  lumber  of  gross  tons,  including  the  loco- 
motive, tender,  cars,  and  freight,  and  the  nef 
tons  freight  that  can  be  drawn  up  the  res- 
pectiv)  grades  mentioned  at  a speed  of  fifteen 


)er  hour. 


Grade . 

Feet,  jhross  Tons.  Freight. 


Level  1290 


900 

674 

500 

457 

400 


689 

472 

346 

250 

226 

194 


Grades. 

Feet.  Gross  Tuns.  Freight. 


60 

70 

80 

90 

100 

116 


‘345 

320 

277 

254 

232 

204 


166 

150 

136 

113 

101 

86 


Wre  the  engine  constructed  with  reference 
to  ii  traction  power  on  a lower  rate  of  speed, it 
coult  be  very  much  increased.  It  may  also  be 
meiyoned  that,  in  ascending  grades,  the  ob- 
Btrptions  from  the  unevenness  of  the  road  are 
oftu.  greater  than  the  dead  weight,  so  ealled, 
nectary  to  be  overcome.  There  are  so  many 
conations  that  it  is  difficult  to  make  a state- 
merf  of  general  applicability.  It  is  ascertained 
tha / a locomotive  oan  be  made  to  haul  from  one 
huinred  to  one  thousand  tons  of  freight,  ac- 
' corjing  to  circumstances.  Two  hundred  tons 
aren  moderate  freight. 

| OTI^R  INCIDENTS  EMBRACED  IN  THE  PLAN  OP  THE 
i CHEAP-FREIGHT  RAILWAYS. 

^ Bfc  it  understood,  that  this  system  has  been 


honestly  devised  with  an  eye  strictly  to  the 
greatest  popular  advantage.  In  order  to  avoid 
imposition  on  the  public,  Congress  is  asked  to 
reserve  a power  of  control,  and  the  right  to 
regulate  the  tolls  to  be  paid  to  the  owners  of 
the  road-bed,  and  also,  in  case  of  necessity,  to 
regulate  and  fix  the  tariff  of  charges  by  the 
carriers.  The  Government  also  reserves  the 
power  to  appoint  a commissioner  for  each  com- 
pany, who  is  to  be  ex  officio  a director,  with  full 
power  to  institute  examinations  and  make 
report  to  Congress,  his  duty  being  to  see  that 
justice  is  maintained  between  the  proprietorship 
of  the  road-bed,  the  carrriers  engaged  in  trans- 
porting over  it,  and  the  ‘people.  It  is  proposed 
for  once  to  make  the  people  a party. 

It  is  also  intended  to  engraft  on  the  bills  a 
provision,  reserving  a power  in  Congress  to 
establish  a sinking  fund  from  the  receipt  of 
tolls,  so  that  the  stock  can  be  reimbursed  to 
the  holders,  and  the  roads  be  dedicated  to  the 
free  use  of  the  public,  with  the  exception  of 
sufficient  for  superintendence  and  repairs.  The 
“ Erie  and  Champlain  Canal,”  four  hundred 
and  sixty  miles  in  length,  is  an  illustration 
of  the  necessity  of  reserving  this  power.  In 
forty-two  years  this  improvement  has  paid  for 
itself,  principal  and  interest,  all  costs  of  en- 
largement, superintendence,  repairs,  and  sala- 
ries, and  a clear  surplus  of  $23,108,000  into  the 
treasury  of  the  State.  Not  one  of  the  trunk 
thoroughfares  in  the  above  schedule  but  what 
could  be  dedicated  to  the  free  use  of  the  public 
in  thirty-fire  years,  excepting  for  superintend- 
ence and  repairs.  The  school  children  of  to-day 
should  rise  up  and  demand  that  this  power 
should  be  reserved.  They  will  probably  have 
occasion  for  its  exercise  before  they  are  as  old 
as  the  present  members  of  Congress. 

PROGRESS  OF  THE  MOVEMENT. 

Not  one  year  has  elapsed  since  the  first  memo- 
rial on  the  subject  of  the  cheap-freight  railway 
system  was  presented  in  Congress.  It  is  now 
endorsed  by  the  public  economists  in  and  out  of 
Congress,  and  has  obtained  a foothold  that  will 
not  be  relinquished.  It  will  take  “no  step 
backwards.”  Nearly  half  of  our  population 
are  in  active  sympathy  with  the  movement; 
not  that  its  details  are  so  generally  understood, 
but  because  everybody  knows  that  the  public 
is  being  imposed  upon  by  the  ignorance  or 
covetousness  of  railway  managers,  and  that 
this  proposed  change  in  system  and  manage- 
ment proposes  something  of  good  to  the  public. 
All  classes  will  soon  be  made  to  comprehend 
its  vast  importance  to  all  the  producing  inter- 
ests of  the  country.  To  ail  these  interests, 
whether  agricultural,  mechanical,  mining, 
manufacturing,  or  commercial,  the  League  ad- 
dresses itself,  and  invites  an  earnest,  active, 
and  significant  co-operation  by  organized  effort. 

THE  STUPBNDOCSNHSS  OF  THE  SCHEME. 

Never  has  there  been  a movement  for  mate- 
rial statesmanship  that  embraced  such  gigantic 
proportions,  or  from  which  results  equally  stu- 


pendous  could  be  calculated  with  so  much  cer- 
tainty. Our  population  is  great,  our  country 
still  greater,  and  our  resources  are  in  propor- 
tion to  the  probable  increase  of  the  one  and  the 
magnitude  of  the  other.  National  enterprise 
must  be  in  proportion  to  national  requirement ; 
more  especially  now,  when  an  enormous  public 
burden  has  created  a national  necessity  for  in- 
creased production  in  every  part  of  the  Union. 
Every  section  has  dow  become  interested  in  the 
growth  of  every  other  section,  and  none  can  be 
benefitted  without  benefitting  all  others.  When 
duly  considered,  the  enterprises  incipiently  in- 
augurated by  the  Congressional  bills  are  only 
in  proportion  to  positive  requirement. 


THE  MISSION  OP  REPUBLICAN  GOVERNMENT. 

On  this  Continent,  it  has  already  vindicated 
its  power  against  the  assaults  of  its  enemies,  at 
the  same  time  demonstrated  to  the  world  that 
it  is  best  adapted  for  establishing  and  maintain- 
ing the  individual  rights  of  the  individual  man. 
It  has  another  lesson  to  teach,  of  an  almost 
equally  important  nature.  It  is  now  called 
upon  to  show  that  it  has  as  much  wisdom, 
forethought,  and  prudence  in  material  states- 
manship as  it  has  strength  to  resist  assault,  or 
principle  in  maintaining  justice  in  the  relation- 
ships of  society.  Already  there  is  rising  up  a 
school  of  public  economists,  taught  by  the 
errors  of  the  past,  as  well  as  necessities  of  the 
present  and  future,  who  will  exceed  all  others 
that  have  preceded  them.  The  germs  which 
Clinton  and  others  of  his  time  nourished  into 
growth  and  strength  are  again  taking  root  in 
the  whole  land.  It  may  be  prophesied  that 
what  was  done  for  a section  in  their  day  will 
be  done  for  the  whole  Union  in  our  time. 


A WORD  TO  THE  MANIPULATORS  OP  PARTIES. 

The  “ National  Cheap- Freight  Railway  League M 
is  perfectly  aware  that  a material  programme  that 
promises  a certain  increase  of  the  means  to  build 
fetter  houses  to  live  in,  provide  better  raiment 
or  the  body,  more  palatable  food  for  the  table, 
tlucation  for  the  children,  as  well  as  the  where- 
withal to  set  them  out  in  life,  js  a hundred-fold 
tronger  than  any  other.  The  people  are  fully 
iwarc  that  men  without  measures  are  slippery 
Lings  to  vote  for.  It  is  intended  that  the 
people  shall  have  something  substantial — some- 
thing that  connects  itself  with  the  producing 
interests — to  think  for,  to  act  for,  to  work  for, 
and  to  vote  for.  When  parties  attempt  to  live 
on  vituperation,  they  generally  attach  to  them- 
selves more  or  less  disgrace,  and  work  injury 
to  the  coinrn  ,n  interests.  When  they  emulate 
each  other  in  putting  forward  representative 
men  of  beneficial  measures,  there  is  less  disa- 
greement, more  sincerity,  and,  as  a general 
thing,  a healthy  cultivation  of  good-nature. 
This,  in  the  estimation  of  the  Cheap-Freight 
Railway  League,  is  the  only  true  way  of  manag-  | 
%ng  a party . 


From  the  Cleveland  Daily  1 \airuh 
Cheapening  Transportation. 

11  Of  all  subjects,  appertainingko  Arr 
Political  Economy,  this  is  of  thThigh. 
portance  in  material  progress.!  The 
and  cheap  transmission  of  torliage 
from  the  interior  to  the  seaboa^l.  an 
versa,  the  concentration  of  ponderous 
rial  for  manufacture  and  distribution  < 
ufactured  articles,  involve  result!  in 
gree  of  production  to  greater  teten 
any  other  matters  connected  with! the 
manship  of  the  country.  While  lgri< 
is  now  crippled  in  most  part?  of  lie  I 
mining  is  so  much  paralyzed  in  ii  di 
ment,  that  there  are  few  localities  »tli 
favored  for  vigorous  production.  ' 

“ As  the  case  now  stands,  agriculVin 
ing  and  manufacturing,  as  well  as  inl- 
and foreign  trade,  are  crying  out  fol  c 
transportation. 

“We  have  had  put  into  our  bar 
pamphlets  issued  by  the  ‘Nationki 
Monopoly  Cheap-Freight  Railway  L 
The  avowed  objects  of  this  organizatk 
to  cheapen  railway  transit  by  a new' 
in  the  management  of  the  railway  : 
other  words,  to  graduate  the  railwa; 
the  freight  principle  exclusively , by  a< 
moderate  and  uniform  rates  of  speed 
trains,  and  to  break  cLown  the  present 
poly  of  carrying,  by  making  the  frelgl 
oughfares  common  to  all  other  cowpan 
persons  choosing  to  put  on  rollLig  sto 
to  transport  over  them. 

“It  is  estimated  that,  by  such  re 
more  than  ten-fold  cau  be  added  to  the 
capacity  of  the  road  as  now  operate 
that  freights  can  be  reduced  to  oue-tl 
less  of  present  charges. 

“ If  those  propositions  can  be  main' 
they  should  command  the  united  sup: 
all  our  people,  and  none  should  be  ba< 
in  dnmanding  the  early  adoption  of  ti 
proved  system,  and  nationalizing  the 

The  Great  Republic. — This  jour 
specially  devoted  to  the  development 
great  natural  resources  of  the  countr; 
increase  of  production,  and  the  pr.imoi 
the  industrial  interests.  No  pains  w 
spared  to  bring  the  statesmen  and  | 
economists  of  the  country  into  co-ope 
on  measures  for  the  creation  of  proper; 
the  promotion  of  the  common  thrift, 
this  purpose  The  Great  Republic  w 
tablished.  Our  motto  is : “True  eco 
lies  in  the  pathway  of  enlarged  prodi 
and  the  increase  of  the  rewards  of  lab* 

Thb  Great  Republic,  is  published 
Thursday,  at  499  11th  street,  Washir 
D.  C.  Terms,  $3.00  per  year,  in  adv 


I 


\ 

PROSPECTUS. 


A REPUBLICAN  NATIONAL  CAMPAIGN  PAPER. 


The  above  is  the  name  of  a Republican 
paper  to  be  published  weekly  in  Washing- 
ton, D.  C.,  during  the  Presidential  cam- 
paign of  1868,  commencing  the  first  Thurs- 
day in  April  next. 

The  campaign  about  to  open  will  be  one 
of  unparalleled  excitement  and  importance, 
involving  momentous  issues;  issues  in 
which  every  loyal  American  citizen  must 
take  a deep  interest.  All  these  issues  cen- 
ter here  at  the  National  Capital;  in  this 
direction  all  eyes  are  turned.  The  advan- 
tages of  a campaign  paper  issued  at  this 
political  center  during  this  great  canvas — 
an  Organ  truly  national  in  its  scope  and 
character;  thoroughly  radical  and  sound  in 
its  political  faith;  and  by  its  low  price 
brought  within  the  reach  of  every  voter  in 
the  land — will  be  manifest  to  all.  The 
Radical  will  meet  these  requirements,  and 
r it  is  believed,  will  in  some  degree  aid  in 
establishing  the  principles  of  Liberty,  Jus- 
tice, and  Equality,  as  fundamental  elements 
of  free  government;  in  bringing  about  a 
speedy  restoration  of  the  States  lately  in 
rebellion,  and  hastening  the  return  of 
peace  and  prosperity  to  our  beloved  coun- 
try. 

The  Radical  will  support  the  regular 
nominees  of  the  Republican  National  Con- 
vention for  President  and  Vice-President 
of  the  United  States.  Believing,  however, 
that  ULYSSES  S.  GRANT  is  unmistakably 
the  choice  ofi  the  loyal  people  of  the  nation 
for  President,  we  shall  raise  his  name  at  the 
head  of  our  columns  as  the  standard-bearer 
of  the  Republican  party,  and  advocate  his 
nomination. 

The  Radical  will  be  a spirited,  live  jour- 
nal, fearless  in  declaring  for  the  right,  and 
earnest  in  its  advocacy  of  the  distinctive 
principles  and  measures  of  the  Republican 
party.  It  will  pour  hot  shot  into  the  ranks 
the  sham  Democracy,  as  did  our  gallant 
J^der  into  the  rebel  ranks  at  Vicksburg, 
ifo#  Donelson,  and  Petersburg.  While  it 
noises  sharp  thrusts  and  lets  fall  heavy; 
blows  upon  its  opponents,  it  will  not  de- 
scend to  the  use  of  vulgar  epithets,  but  en- 
deavor rather  to  convince  the  judgment  by 
argument  than  to  stir  the  passions  by  ap- 
pealing to  the  vocabulary  of  the  blackguard. 

/ 


The  Radical  will  be  a neat  twenty- 
column  sheet,  printed  from  new  type,  on 
clear,  white  paper.  It  will  contain  a weekly 
summary  of  the  doings  of  Congress  during 
its  session,  and  occasional  speeches  of  prom- 
inent statesmen  on  the  important  measures 
before  the  people.  It  will  give  the  political 
news  from  every  section  of  the  Union,  and 
note  the  condition  .of  the  public  pulse  as 
indicated  by  the  beating  of  the  national 
heart  at  the  Capital.  Each  number  will  be 
an  effective  campaign  document,  and  Re- 
publicans in  every  section  of  the  Union  are 
urged  to  render  prompt  aid  in  extending 
its  circulation.  The  paper  will  be  mailed 
to  subscribers  up  to  and  including  the  num- 
ber containing  the  returns  of  the  Presidential 
election,  at  the  following  rates,  payable  in 
all  cases  in  advance,  to  wit : 


1 Copy  during  the  campaign 

11  Copies  to  one  address 

23  “ “ “ 

48  u u u 


$ 50 
5 00 
10  00 
20  00 


The  first  number  of  this  paper  will  be 
printed  about  the  25th  of  March,  as  a 
specimen  sheet;  the  second  number  will  be 
issued  promptly  on  the  second  Thursday  in 
April,  and  the  subsequent  issues  on  every 
succeeding  Thursday  thereafter  until  the 
close  of  the  campaign. 

Clubs  for  the  Radical  should  be  formed 
at  the  earliest  possible  day,  and  all  sub- 
scriptions forwarded  without  delay,  as  no 
larger  editions  will  be  printed  than  are 
required  to  supply  subscribers.  The  pub- 
lishers cannot,  therefore,  furnish  back  num- 
bers. Parties  desiring  to  commence  with 
the  first  number  must  send  in  their  sub- 
scriptions at  once. 

Specimen  numbers  furnished  by  mail  on 
receipt- of  five  cents,  but  no  papers  wijl  bo 
sent  until  paid  for. 

P arties  sending  subscriptions  should  bo 
particular  to  give  the  full  address  of  each 
subscriber,  in  a legible  hand. 

Remittances  of  $5  and  upwards  should 
be  by  money  order,  draft,  or  registered 
letter. 

Address — 

Publishers  op  the  Radical, 

Washington,  D.  O. 
Washington,  March  16, 1868. 


# 


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